Supplemental control for motive power.



C. A. WILLARD. SUPPLEMENTAL CONTROL FOR MOTIVE POWER. APPLIOATION IILEDDEO. 19, 1912.

1,078,232. ten N0v .11, 1913.

2 SHEETS-SHEET l.

c. A. WILLARD. SUPPLEMENTAL CONTROL FOR MOTIVE POWER.

APPLIOATION FILED DEG. 19, 19 12.

Patented Nov. 11, 1913.

2 SHEETSSHEET 2.

COLUMBIA PLANOORAPH cO.,\vAs

CHARLES A. WIL LARD, 0F MADISON, CONNECTICUT.

SUPPLEMENTAL CONTROL MOTIVE POWER.

Specification of Letters Patent.

Patented. Nov. 1 1, 1913.

Application filed December 19, 1912. Serial No. 737,740.

To all whom it may concern:

Be it known that I, CHARLES A. WILLARD,

a citizen of the United States, residing at. Madison, in the county ofNew Haven and 1 State of Connecticut, have invented a new and usefulImprovement in Supplemental.

Control for Motive Power; and I do hereby declare the following, whentaken in connection with the accompanying drawings and the characters ofreference marked thereon, to be a full, clear, and exact description ofthe same, and which said drawings constitute part of this application,and represent, in-

Figure 1 a side view of an engine illustrating the application of mysafety control 1 operating device applied thereto. Fig. 2 a,

diagrammatic view shown in position after the safety control valve hasbeen tripped and the power to the motor cut off. Fig. 3 a similar viewshowing the safety control valve in a closed position and the resettingvalve in its open or resetting position. Fig.

4 an end view of the resetting valve. Fig. 5 r a longitudinal verticalsectional view of the 1 Fig. 6 a sectional view on the line;

same. a-b of Fig. 5.

off the power from an engine by external means outside of the control ofthe engine operator; and the invention consists in the constructionhereinafter described and particularly recited in the claims.

Inserted into a pipe 2 leading from the boiler to the engine and inwhich pipe the engineers throttle valve 3 is arranged, I provideasliding supplemental throttle 4 which is connected by a stem 5 with apiston 6 mounted in a piston chamber 7. The forward end of the pistonchamber is connected through a pipe 8 with the usual compressed airreservoir 9, and in the pipe 8 is a horizontally arranged valve 10provided with an operating lever 11 which extends downward preferablybetween the tracks, and so as to be operated by any obstruction raisedbetween the tracks, this valve being substantially the same as the valveshown in my application Serial No. 7 37,7 42 filed in even dateherewith; and the obstruction may be like that shown in my applicationSerial No. 737,741 filed in even date herewith; or any other means fortripping the valve. The forward end of the piston chamber 7 is alsoconnected by a forpressed air-reservoir 9 is connected'with theresetting valve chamber 13 by apipe'15', and the resettingvalve chamber1 3 is connected with the rear end of the piston chamber 7 by acompressed air pipe16. IVithin the resetting valve chamber 13 is a valve17 provided with a port 18 adapted to connect the pipes I ward reliefpipe 12 with a resetting valve chamber 18 into. which it opens; The com-15 and 16; with a port 19 adapted to open the pipe 12 through a vent 20in thecasing; I

and with a port 21 to tonnect the back relief 1 pipe 14with a ventopening 22 in the valve chamber, Secured to the valve 17 is an voperating lever 23 within easy reach of the operator, the movement, ofwhich is limited by stops 24, 25, and it is held against the stop 24 orin a closed position by a coil spring 26 one end ofwhich is secured tothe valve and the "other to the valve casing.

Preferably and as shown inFig. 1, the lever 11 of the valve 10 isattached to one end of a resetting rod 27 which is located so farawayfrom the operator that it cannot be moved without stopping andgetting down. In case a signal is set to stop and the obstruction raisedin the path of the lever 11,

This invent-ion relates to an improvement in means for controllingmotive engines, the object being to provide means for shut-ting and theoperator attempts to pass this obstruction, the obstruction will turnthe lever 11 and open the valve 10, allo wing air from the compressedair reservoir 9 to pass through the pipe 8 into the forward end of thepiston chamber 7 forcing the plunger rearward and moving thesupplemental throttle 4 into the steam pipe 2 so as to cut off steamfrom the boiler to the engine. As the piston 6 moves rearward air in thepiston chamber in rear of the pistonwill escape through the relief pipe14 and through the port 21 to the relief outlet 22. The shock of rapidmovement of the piston may be checked by a.- spring bufier 28. Power tothe engine being shut ofi, it cannot be restored until the operatordescends and moves the operating rod 27 to close the valve 10 and shutoff the air from the compressedair reservoir to the forward end of thepiston chamber. After the valve 10 has been closed, he then moves theresetting valve 17 which connects the compressed air reservoir 9 throughthe pipes 15 and 16 with the rear end of the piston chamber so that thecompressed air will force the piston forward and move the supplementalthrottle valve 4 out of the steam pipe 2. In this forward movement ofthe piston air in the piston chamber forward of the piston'will escapethrough the pipe 12' and through the port 19' and vent 20.

Assoon as the supplemental throttle valve 4 is open the lever 23 isreleased, and under spring 29. p V I While I haveshown a device forcontrolling the's'upplemental throttle valve 4; in connection with thesteam pipe 2, it is apparent, without further illustration, that thethrot- 'tle valve 4 might be replaced bv a make-andbreak switch in anelectric system, the operation of controlling the valve being the sameWhether used with electricity or steanr sand boX Shmzty be valve 32connected Ifd'esi'red, a sand pipe leading from a ovided with a slidingya rod Bi with the I lever 11 of the valve 10, and so that whenthe'l'valve is open, .toshut off steam to the engine sand will beapplied to the tracks.

While I have referred to the forward and rear ends'of the pistonchamber, this is for convenience in connection with the device asillustrated, but it is also obvious without illustratio 'i that thepiston might be moved in the opposite direction, and connections betweenth epis't on chamber and the comi I claim 1 pressed air reservoir mightbe reversed.

1. The herein described supplemental con- 'trol for motive powercomprising a piston chamber, a piston therein, power control mechanismconnected with said piston, a

compressed air reservoir, valve controlled connections between theforward end of the piston chamber and reservoir, resetting connectionsbetween'the reservoir and the rear end of said piston chamber, aresetting valve in said connection between the rear end of the pistonchamber and the air reservoir, said valve having an externally arrangedlever adapted to turn said valve, a channeled closure adapted to openand close the said connections, and vent pipes connected with theforward and rear ends of the piston chamber and adapted to be opened orclosed by the said resetting valve.

2. In a motor, the combination with a steam pipe from the boiler to theengine, of a supplemental throttle valve in said pipe, a piston chamber,a piston therein, connection between said piston and supplementalthrottle valve, a compressed air reservoir, valve controlled connectionbetween the forward end of the piston chamber and the air reservoir,connections between the reservoir and the rear end of said pistonchamber, a resetting valve in said connections and adapted to open orclose said connections, vent pipes opening from the forward and rearends of said piston chamber and adapted to be opened or closed by saidresetting valve.

In testimony whereof, I have signed this specification in the presenceof two subscribing witnesses.

CHARLES A. WILLARD.

Witnesses 'FREDERIC C. EARLE,

CLARA L. WEED.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

